Two-cycle diesel engine



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Sept. 30, 1941. J. A. EATON TWO-CYCLE DIESEL ENGINE 2 Sheets-Sheet 2 Filed April 20, -1939 Patented Sept. 30, 1941 TYVO-CYGLE DIESEL ENGINE James A. Eaton, Birmingham, Mich., assigner to Francie Eaton, Birmingham, Mich.

Application April 20, 1939, Serial No. 268,897

(ol. 12s- 57) 1 Claim.

This invention appertains to two-cycle Diesel engines of the type having opposed pistons, and is an improvement over my prior Patent No. 2,147,644, of February 21,1939.

i One of the primary objects'of my invention is to provide anl engine of the above character which is of a powerful, yet light and rugged, character, whereby the same `can be successfully `used in the automotive field.

Another salient object of my invention is to provide an engine having a cylinder head cast en block for the alined cylinders, whereby to facilitate placing of the head in position, and

whereby to further facilitate the connection of the water cooling and circulating pipes with all of the cylinders.

A further important object of my invention is the provision of anovel arrangement of cylinders `and cylinder head; whereby not only can all of the parts be conveniently connected, but whereby the fuel pump,` air blower, etc., can be conveniently arranged relative to the engine.

` A still further important object of my invention is thefprovision of a trunk-type piston in each cylinder for controlling the inlet of the air to the cylinder, and the scavenging of the burnt charge from the cylinder, with novel means for forming the piston head, whereby to facilitate the sweeping of the air through the cylinder for scavenging purposes, and whereby to assure a turbulence within the cylinder, so that the airV will be thoroughly mixed with the injected fuel. With these and other objects in View, the invention consists in the novel construction,` arrangement,` `and formation of parts, as will be hereinafter more specifically described, claimed,

`and illustrated in the accompanying drawings, in which drawings: l

Figure 1 is a top plan view of my `improved engine, showing parts thereof removed and broken away, so as to illustrate structural details Figure 2 is a longitudinal sectional view through the engine', taken on the line 2 2 0f Figure l, looking in the direction `of the arrows. Figure 3 is an enlarged, transverse, sectional view through the engine, taken on the line 3-3 of Figure 2, looking in the direction of the arrows, and illustrating the novel cylinder head. Figure 4 is a fragmentary, side elevational View of one of the pistons, the view being at right angles to Figure 2.

Referring to the drawings in detail wherein similar reference characters designate correspending parts throughout the several Views, the 55 letter El generally indicates my novel two-cycle Diesel engine, and the same .embodies a plurality of spaced pairs of longitudinally alined cylinders 5. In the present instance I have shown three pairs of cylinders,` and, hence, a six-cylinder engine will be il1ustrated.` l

YAll `of the cylinders 5 are preferably waterjacketed as at 6, so as to facilitate the proper cooling thereof, and each of the cylinders, ata

point'. intermediate its ends, is provided with an airinlet port I and an exhaust port 8. The ports l' and 8 are diametrically opposite on another, and the ways 9 and I0 leading to said ports are preferably inclined toward the inner ends ofthe cylinders, for a purpose which will be later .set forth. Trunk pistons I I are reciprocally mounted within the cylinders, and these pistons are fitted at the appropriate points with rings I2 for sealing the compression in the cylinders and for preventing the leakage of oil past the pistons. The inner ends of the pistons terminate in V-shaped extensions i3, which cooperate with the inclined ways` 9 and `Ill for facilitating `the scavenging of the spent charge from theeylinders. The alined cylinders have their inner ends arranged in spaced relation, and a cylinder head I4 is adapted to be placed between the inner ends of the alined cylinders. The cylinder head I4 can be cast en bloc, and is, likewisaprovided with a cooling water chamber I5. This water chamber I5` communicates with the water jackets E of the various cylinders through water ports I 6 formed in the cylinder head and the cylinders. Communicating with the waterchamber I5 of the cylinder head I4 is a water-conducting circulating `pipe I`I. The cylinder head for each cylinderhas a laterally, offset chamber I8 in which is fitted the fuel injection valve I9.

By referring to Figure 3", it can be seen that the V-shaped extensions I3 of the pistons are adapted to protrude into `the cylinder heads, and, thus,`the charge is highly compressed between the V-shaped'extensions ofthe pistonsV andthe cylinder heads. l l

The outer ends of the pistons have their skirts provided with flanges 2B, and these flanges are connected by tie rods 2|. The tie rods 2| are efficiently guided during the reciprocation of the pistons, so that the pistons will be held in line, and so that Wear will be reduced between the pistons and the cylinder walls. Thus, the outer faces of the cylinders, at spaced points, are provided with bearings 22 for the rods. I'hese bearings 22 have removable bearing caps 23, whereby the liners for the bearings can be conveniently renewed when worn. As is clearly shown in Figure 3, four connecting rods are utilized for connecting each pair of pistons together, and each cylinder carries four bearings, making eight bearings in all for each four guide rods.

The cylinders are firmly united to the cylinder Yheads I4, and the piston heads at appropriate points can be provided with laterally extending ears 24 through which extend coupling bolts 25. Again referring to the tie rods 2|, it will be noted that the bearings have associated therewith guide sleeves 26 for encompassing the tie rods.

Thus, the tie rods for the entire portion of their lengths are enclosed and lubricated.

The pistons Il at one end of the engine carry wrist-pins 21 on which are rockably mounted the connecting rods 28. The connecting rods 23 are operatively connected to the throws or arms 29 of the crank-shaft 30. The crank-shaft 30 is of.

ycase 32, and this case 32' is also bolted to the cylinders. Any desired meam is employed for deliveringoil to the cases 3| and 32, andV I prefer to connect the cases by anoil connecting pipe 33. Y

Y The crank-shaft 30 atV one end can be provided with a balance wheel 34 and a drive pulley wheel 35. f The other end of the crank-shaft can have keyed or otherwise secured thereto a beveled gear wheel 36.

VThe various appurtenances for the engine can be driven from the crank-shaft, such as Water pumps, air circulating fans, air blowers, fuel pumps, etc; In the present instance, I have shown an air blower 31l disposed at one side of the engine, and this blower is driven by a belt 38 from the pulley 35. The outlet of the blower 31 communicates with a manifold pipe 39, the branches of which lead to the inlet openings 1. The exhaust openings 8 and the exhaust passage- IllV have communicating therewith the branches of the exhaust-manifold 40.

On the opposite side ,of `the engine from the blower 31 I arrange any preferred type of fuel pump and distributor 4l, and this pump and distributor can be driven from a shaft 42and the plus or minus 500 lb. per square inch, or until the crank reaches a point 12% or 15% of its top dead center (according to the speed of the engine). At this time, the fuel oil 4is injected into the compressed air in the cylinder under a presshaft 42, in turn, can be operated from the bevsure ranging from 3500 1b. to 6000 1b. per square inch, which atomizes the fuel oil in the compressed air. The compressed air at 500 lb. pressure in one stroke raises the temperature of the air to practically 1000 Fahrenheit, which heat will instantly ignite the fuel charge. The pistons will be driven to the outer end of the cylinders.

As the piston uncovers the ports 1 and 8, air

from the blower will be forced under pressure through the port 1, and as the air rides through the inclined way 9, the same will be directed across the cylinder and toward the cylinder head, and, thus, this air will sweep through the cylinder, back toward the exhaust port 8, carrying all of the burnt gasses through the inclined way I0 and into the exhaust manifold. This fresh air will be compressed between the piston and the cylinder, as the piston head again moves toward the cylinder head and closes the ports 1 and 8. At this time, fuel is injected into the cylinder under high pressure, and the air stream in the cylinder will'combine with the fuel under pressure, and as the piston reaches the end of its stroke, the charge will again be red.

Great stress is laid on the V-shape of the piston, as on the pressure 'stroke,as the piston moves toward the cylinder head, the air impinging against the inclined faces will be directed toward the opposite sides of the cylinders in moving paths, and, thus, the turbulence within the cylinder will be increased. On the discharge stroke vof the piston the incoming air will strike the nclined face of the piston, and the face of the piston in conjunction with the inclined way 9 serves to guide the air across the piston toward the piston head, and then back to the inclined way lll of the exhaust port.

Changes in details may be made without departing from the spirit or the scope of my invention, but what I claim as new is:

In a Diesel two-cycle engine, a unit comprising, a pair of longitudinally alned cylinders, a cylinder head connecting said cylinders and occupying the space therebetween, each having an oifset chamber, a fuel injector nozzle arranged in each chamber, pistons reciprocally mounted in the cylinders, means operatively connecting the pistons together, a crank-shaft, connecting rods operatively connecting the crank-shaft to certain vof the pistons, V-shaped extensions formed -on the inner ends of the pistons adapted to ride into the cylinder head, each of the cylinders having diametrically opposite inclined inlet and outlet ports arranged intermediate-their ends leading toward the cylinder heads adapted to be covered and uncovered by the pistons, a blower communicating with the inlet ports, and an exhaust manifold communicating with the outlet ports, said ports having inclined ways extending toward theV cylinder heads, the inclined sides of the V-shaped piston extensions inclining toward said inclined inlet andY outlet ports.

JAMES A. EATON. 

